Charge-treating device for internal-combustion engines



Nov. 25, 1930 A. BREITLING 1,732,709

CHARGE TREATING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed June 6,1929 2 ShQGtS-ShOGt l Attorney Nov. 25, 1930- N A. BREITLING 1,782,709

CHARGE TREATING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed June 6,1929 2 Sheets-Sheet 2 Inventor B zwm Attorney Nov, 25, 193i) UNITEDSTATES} PATENT mm;

ADOLF BREITLING, OF TAMPIGO, MEXICO, ASSIGNOR 0F EIGHTEEN PIER CENT TOGUI LER'MO LEON ZARA'LE AND SEVEN PER CENT T0 JOHN E. PALMERCHARGE-TREATING DEVICE FOR INTERNAL-COMBUS TION ENGINES Applicationfiled .Tune 6, 1929; Serial No. 368,867.

This invention relates to charge treating devices for internalcombustion engines adapted for using fuel such as gasolene, and

the engine is particularly adaptable to motors where the exhaustmanifold is water-cooled. An object of the invention is to provide forselectively introducing a pre-heated hydro-.

carbon fuel to the carbureter of the internal combustion engine afterthe engine has .be-

. I come heated and running upon light hydrocarbon fuel.

Another object of the invention is to provide for selectivelycontrolling the temperature of the heavy hydro-carbon fuel so as topromote the maximum eificiency of the invery simple in its method ofassembly, adapt-' ternal combustion engine.

Further objects of the invention are to rovide in a manner ashereinafter set fort a device of the character referred to, whichis 5 tomanufacture andoperate.

With the foregoing and other objects in view, the invention consists .ina novel construction, combination and arrangement of parts as will behereinafter more specifically described and illustrated in theaccompanying drawings, wherein is disclosed a preferred embodiment ofthe invention, but it is to be understood that changes, variations andmodifications may be resorted to without departin from the spirit of'theclaims hereto appen ed. I

' In th drawings, wherein hke reference characte's denote correspondingparts throughout the several views:

Figure lis a side elevation of a marine type internal combustion engineillustrating an adaptation therewith of a device 'in accordance withthis invention. v

Figure 2 is a fragmentary detailed, vertical sectional view through theexhaust and intake manifold and illustrating the device assembled on theexhaust pipe. p

Figure 3 is a horizontal transverse detailed section taken substantiallyon line 33 of Figure 2.

Figure 4 is a side elevation of a marine internal combustion engine of adifferent character from that shown in Figure 1, and illustrating anadaptation therewith of the device in accordance with this invention.

Figure 5 is a vertical longitudinal. section of (tihe drum in accordancewith this invention, an

- F i re 6 is a vertical section taken sub stantlallyon line 6-6 ofFigure 5.

Various ways of treating heavier h drocarbon fuel have been proposed inor er to utilize aheavier hydro-carbon fuel as a charge in internalcombustion engines rimarily designed for operation on light h diocarbonfuel such as gasolene. To thoses filled 111 the art of internalcombustion engines it has been found that an ap lication of heat totheheavier hydro-carbon el will increase the efliciency thereof, but thepresent inventor has found that there is a point variable in everyengine, beyond which the efliciency of the charge is decreased.

It has also been found that the point of maximum efficiency varies withevery engine because of many factors entering into the consideration. Itis to be understood that the present invention is to be utilized afterthe engine has been started and operated for awhile upon the gasolenefuel for which it was designed, and thereafter when the exhaust pipe hasreached the predetermined temperature, the gasolene may be shut off andthe heavier hydro-carbon fuel introduced into the carbureter of theengine. 1

Bearing the foregoing in'mind, and referring to the drawings, 7indicates generally an leads from the cooling chambers of the engine andmay then be conducted outwardly over the side of the craft into theriver or other body of water, or may be emptied directly into theexhaust pipe at a point remote from the exhaust manifold.

A fuel tank 14 for containing hydro-carbon fuel oils of a. heavierconsistency than the gasolene for which the engines are de signed, andleading therefrom is a conductor pipe 15 connected with one end of thedrum indicated generally at 16. From the opposite end of the drum 16leads a conductor pipe 17 having a valve 18 immediate its ends, and thelower end of the conductor 17 is connected with a conductor pipe 9 as at19 so that the heavier hydro-carbon fuel may be conducted to thecarburetor 8.

It is to be noted that the drums 16 in either type of engine shown inFigure 1 or Figure 4, are disposed upon the exhaust pipe 20 in a planeparallel with the flow of the gases.

Referring particularly to Figures 1, 2 and 3 of the drawings, whereinthe device in accordance with this invention is applied to a particulartype of marine engine, the exhaust pipe 20 leads away from the exhaustmanifold 12 at right angles thereto and is disposed in a vertical plane.Adjacent the bottom of the conically extending exhaust pipe it takesanother bend and leads rearwardly out of the craft at right angles tothe vertically disposed section. Around the vertically disposed section20 of the exhaust pipe, there is formed a jacket 21 which is connectedto the intake manifold 22 adjacent its upper end and its lower end isconnected for communication with a conductor pipe 23 leading to thecarbureter 8.

The incoming charge is therefore heated by the exhaust pipe 20. A secondjacket 24 is formed exteriorally of the jacket 21, but is of less lengththan the latter. The jacket 24 is adapted for containing water and isformed with a short nipple 25 extending radially inwardl throughopenings in the walls of the jacke' 21 and the exhaust pipe 20. Theinner end of the nipple 25 is connected with a conductor pipe 26, theupper end of which is connected with conductor 13 as at 7, in theexhaust manifold 12. Water is led from the conductor 13 in the exhaustmanifold through connection 27 and conductor 26 into the nipple 25 andthen into the cooled jacket 24. The water jacket 24 not only enables theincoming charge to be regulated to the proper temperature, but forms aheating compartment for the drum indicated generally at 16 which is theessence of the present invention.

The drum 16 is secured on the exterior wall of the circular jacket 24and is provided interiorly with an annular space 28 between the walls ofthe jacket 24 and the outer wall 29 of the drum. The drum is secured tothe outer wall of the jacket 24 in any conventional manner as long asthe compartment 28 is liquidtight. The inlet conductor pipe 15 from theheavy hydrocarbon fuel tank 14, is connected as at 30 to the upper endof the drum and the outlet conductor 17 is connected as at 31 to thelower end thereof.

It will therefore be seen that the heavy hydro-carbon fuel will beconveyed into the compartment 28 whereupon they will be heated by thehot water or steam in the jacket 24 generated by the heat of the exhaustmanifold 12. At the upper end of the water jacket 24 as at 32, isconnected the upper end of a by-pass conductor pipe 33 having a valve 34therein and the lower end of the conductor pipe is connected with theexhaust pipe 20 as at 35. In the event the water in jacket 24 is not hotenough, the valve 34 may be closed until the temperature thereofincreases to the desired point, whereupon the flow of water into theexhaust pipe 20 may be regulated in accordance with the best efiiciencyof the engine.

Referring particularly to Figures 4, 5 and 6 of the drawings, whereinthe device is applied to a different type of engine from that in Figure1, a conductor 36 projects laterally from the exhaust manifold 12 and isin connected communication with the water line 13 extending through theexhaust manifold. The drum 16 is supported on the exhaust pipe 20 inspaced relation to the exhaust manifold 12, and is cylindrical in crosssection. The drum 16 is hollow and is formed at its opposite ends withlaterally projecting flanges 37, 38 that are connected with, as bywelding, the outer walls of the exhaust pipe 20.

The hollow space 39 interiorly of the drum receives the hydro-carbonfuel whereupon the latter is heated by the exhaust pipe 20, the outerwalls of which form the inner walls of the compartment 39. The drum 16is disposed in a horizontal plane from the exhaust pipe 20 and at oneend as at 40 is connected with the inlet conductor 15. At the oppositeend the drum 16 is connected with as at 41, the outlet conductor 17which leads into the conductor 9.

A branch pipe 42 having a valve 43 thereon, extends through and isconnected with the exhaust pipe 20 forwardly of the drum mounting and inevent it be desired to cool the heavy hydro-carbon fuel in compartment39, water may be run into the exhaust pipe 20 in the path of the flowinggases, whereupon considerable cooling effect will be had. In event theexhaust pipe 20 adjacent the drum 15 becomes too cool, valve 43 may beclosed, whereupon the water in the conductor 36 may be by-passed throughvalve 44 to the exhause pipe 20 at a point 45 beyond the drum 16 In thedrum applied to each type of engine in Figures 1 and 4 of the drawings,they are 7 provided with thermometers 46 so that the allel with the pathof the flow of the exhaust temperature at which the engine operatesgases, and the inlet'and outlet conductors dismost efficiently may bechecked very closely posed at the opposite ends of the drum. under allconditions. In testimony whereof I afiix my signature.

5 In the application of the invention, when ADOLF BREITLING. o

7 the engine 7 has been started upon gasolene 1 fuel, and theapproximate temperature reached on the exhaust pipe that is desired,gasolene is cut off at valve 11, and the valve 10 18 is opened whereuponthe heavier hydro- 5 carbon fuel oil flows through the drum 16 and beingheated is passed on to the carbureter 8. Having first determined theeflieient temperature for the incoming fuel oil,

the water-valve 43 or 34 may be regulated to V 80 coolthe heavyhydro-carbon oil to the proper I temperature. i

Since the valves 43 and 34 are manually operable, the flow of water maybe adjusted to give the desired temperature of the oil. In 85 the eventthe oil becomes too cool, the flow may be altered as desired or shut offentirely whereupon no cooling effect is imparted.

Having thus described my invention, what I claim as new is:

'1. In combination with an internal combustion engine adapted for usinglight hydrocarbon fuels, and having a carbureter and a water cooledexhaust manifold, a selectively controlled fuel line leading to thecarbureter 95 for conveying light-carbon fuels thereto, a closed drumfor receiving heavy hydro-carbon fuels supported on the exhaust pipehaving an inlet conductor connected therewith for conducting anindependent and heavier 1 o fuel than the first mentioned light fuel,and p further having a selectively controlled out-' let conductorleading from said drum to the carbureter lmd selectively controlledmeans for conducting water from the exhaust manifold for cooling saidheavier fuels in the drum in the event the temperature reaches a pointbeyond that required for efficient operation of the internal combustionengine. 45 2. In combination with an internal combustion engine adaptedfor using light hydrocarbon fuels, and having a carbureter and a watercooled exhaust manifold. a selectively controlled fuel line leading tothe carbureter 50 for conveying light hydrocarbon fuels thereto, aclosed drum for receiving heavy hydrocarbon fuels supported on theexhaust pipe having the inlet conductor connected there-' with forconducting an independent and heavier fuel than the first mentionedlight fuel. and further having a selectively controlled outlet conductorleading from said drum tothe carbureter and selectively concu trolledmeans for conducting water from the exhaust manifold for cooling saidheavier fuels in the drum in the event the temperature reaches a pointbeyond that required for efiicient operation of the internal combustionengine, said drum extending in a plane. par-

